Air-brake.



PATENTBD FEB G. PATTES.-

AIR BRAKE.

APPLICAT ION FILED MAR. 1l, 1907.

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No. 878,468. PATENTBD FEB. 4, 1908. W. G. PATTEE.

AIR BRAKE.

APPLICATION FILED MAR. l1, 1907.

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UNITED STATES PATENT OFFICE.

WILLIAM G. PATTEE, OF MINNEAPOLIS, MINNESOTA, ASSIGNOR OF ONE-THIRD TO SAMUEL '1. JOHNSON AND TWO-THIRDS TO GEORGE L. MATCHAN, OF MINNEAPOLIS, MINNESOTA.

AIR-BRAKE No. 878,468. Specification of Letters Patente Patented Feb. 4, 1908.

Continuation ofapplications Serial No. 289.227.1:lledNovember 27.1905. and Serial No. 354.844. filed January 30. 1907. This application tiled March ll. 1907. Serial No. 361.797.

To all w/iom'it may concern: have been employed, but these brake re- Beit known that I, 'ILLIAM G. PATTEE, a tainers have required a great deal of attencitizen ol` the United States, residing at Mintion and -for many reasons have not been neapolis, in the county of Hennepin and satisfactory for the purposes had in view. 55 State of Minnesota, have invented certain In accordance with my invention, I incornew and useful Improvements inAir-Brakes; porate in the air brake system, a .so-called and I do hereby declare the following to be a secondary train pipe, and provide such lull,y clear, and exact description of athe iiiconnections between said secondary train veiition, such as will enable others skilled in pipe, the triple valve mechanism, the pri- 60 the art to which it appertains to make and mary train pipe, main reservoir on the eiiuse the saine. gine and the cqualizing reservoir of the en- My invention relates to air brakes gcnergiiicers brake valve, that the auxiliary res? ally, but. especially to those of the type well ervcirs may be recharged, while the brakes known as the Westinghouse and New are set. 65 York systems, wherein automatic triple The invention is illustrated in the accom- .Valves are employed. panying drawings wherein like characters The primary object of the invention is to indicate like parts throughout the several provide in these systems means whereby the views.

auxiliary reservoirs may be recharged while Figure 1 is a view partly in elevation and 70 2O the brakes are set. partly in diagram, showing my invention in- To the above ends, the invention consists corporated in or applied to a standard air of the novel devices and combinations of debrake apparatus, such as a Westinghouse. vices .hereinafter described and defined in Fig. 2 is a horizontal section taken through the claims. the secondary brake valve cli the liiic :t2 of 75 It is a Well known fact that with air brake Fig. l. Fig. 3 is a detail viewin end elevasystems, such as the Westinghouse and New tion showing a portion of a standard triple York, it is necessary to release the brakes in valve and showing a part ot the secondary order to recharge the auxiliary reservoirs on train pipe connection thereto. and Fig. 4 the several cars of the train. Hence, it frcis a detail in horizontal section taken on the 8O quently happens that by long applications of line .r4 of Fig. 3.

the brakes and by quickly successive appli- Of the parts of the standard air brake apcations'of the brakes without suilicient inparatus,it is sullicient to note theinain reser-r terveniiig time for recharging' the auxiliary voir 1, engineers brake valve 2, equalizing reservoirs pressure becomes so reduced that reservoir 3, the ti'ain pipe 4, and auxiliary 85 ample braking power is not available, at reservoir 5, the brake niotor 6 and the triple some critical time when great power is revalve 7. The main reservoir l is connected quired. Y to tht` brake valve 2 by a pipe 8, said brake In running downlong grades, such as those valve is connected to the equalizing reserencountered on mountain roads, the auxvoir 5% by a pipe E), the brake valve 2 is con- 90 40 iliary reservoir pressure will frequently be neeted to thc train pipe 4 h v a pipe lt), the reduced to such an extent that `it will not train pipe `rL is connected to the triple valve 7 hold the brakes properly applied, at a time by a pipe ll, and the auxiliary reservoir`5 is when the train is still on a steep grade, and, connected to said triple valve by a pipe l2. when this occurs, a serious accident is liable The reservoirs l and 3, the brake valve 2 and 95 to take place because the engineer' cannot rethe connecting pipes 8, t) and l0 a re, ot' course, charge the Vauxiliary reservoir without rc-v mounted on the engine, in the usual way. leasing the'brakes and letting the train get An auxiliary reservoir, brake motor and under great momentum, while he is reeliargtriple valve are, ot course, mounted on each ing the auxiliary reservoir. car, in the usual way. The train pipe, as is 100 rlo partly overcome some of the defects usual, is made up of rigid pipe sections above noted, so-called brake retainers mounted on thc cars, the engine and the construction.

tender, and are connected 4by a iiexiblecoupling hose of the usual or any suitable lt is desirable further to note the triple pistbh 13 Which Works in the cylindrical seat 14, and 'is subject on the side marked 14a to train pressure from the train ipe 4, and on the side marked 14b to auxillary GSGI'VOH' PI`SSuI` The :so-called secondary brake valve is, as shown, in the form of a four-Way valve, made up of a case 15 and a rotary valve 16 mounted therein. At its upper end, the valve 16 is .provided With a lever 16a, by means of which it may be oscillated. The valve 16 has diametrically extended ports 17 that intersect each other at a right angle vand coperate with ports 18, 19, 20 and 21 ol the case 15. A pipe 22 extends from the pipe 10 of the standard system and opens into the port 21 of the case 15. Another pipo 23 extendsfrom the port 20 to the pipe 9 that leads tothe equalizing reservoir 3, before .tram pipe pressure.

described'. The pipes 22 and23 are equipped with check valves 22 and 23ri to maintainan equalization of pressure on the'opposite sides of the engineers brake valve, to-wit, between the train pipe and the equalization reservoir 3, when the main engineers brake valve 2 is on the lap, and the secondary engineers valve is in use. 'A pipe 24 leads from the main reservoir pipe 8 and opens into the port 18 of said valve case 15. ln this pipe 24 is a governor or reduction valve 25 and, as shown, also a cut-ot`r` valve 26 A pipe 27 leads from the port 19 of said case 15 and is connected, by a coupling` hose 28, to a secondary train 29, the sections' of which are secured to the respective cars and are adapted to be coupled together. by, usuahhose couplings indicated also by the numeral 28. Each section of the train pipe'f/liI has a branch pipe 30, which, in

turn, has sub branches 30'L and 30h. The sub-branches 301`anl39b open into the valve seat 14 ofthe triple valve; ,respectively on the sides 14a and 14b ot the head of the triple piston 13. ln the sub-brtmches30ju and 30b are check valves 31 that permitalfreer ilow of air into the valve seat 14, but prevent a iioW in a reverse direction. As shown, a cut- 'oi valve 32 is interposed in each branch pipe 30. Each branch pipe 30 is provided with a check valve 32a that Works in the` same direction as the check valves 31. Also the sub-branch pipes 30a and 30b are provided with normally open cut-ott valves 31a. The numeral 33 indicates a pressure gage which taps the pipe 22 andserves to indicate the The numeral 34 indicates a branch pipe from the secondary train pipe 29 to a storage tank 35 on the car. By

a pipe 36 which leads from said air tank, air

'may be supplied on the car for various purposes, such as for forcing fwater under ressure tothe Water tanks and closet bowls, for example. vWhen thus used, a reduction valve 37 and a stop cock 38 would preferably' be interposed in the pipe 34. This secondary train pipe may also be used as the air supply pipe to the engineers signal Whistle.

Operation. F or the purposes of the illustration hereinafter given, we will assume that the main reservoir 1 normally carries a pressure of 90 pounds, that the maximum train pipe pressure is pounds and that the Tovernor or reduction valve 25 is set to permit a maximum pressure of ,65 pounds in the secondary train pipe. lt is highly important that the maximum pressure in the secondary train pipe be less than the maximum pressure in the main or primary train pipe, as Will hereinafter appear. When the socalled secondary engineers brake valve is set in the position shown in Fig.' 2, it will open up communication between the main reservoir 1, the equalizing reservoir 3, the primary train pipe 4, and the secondary train pipe 29, thereby setting the secondary charging mechanism Jfor automatic action to recharge the auxiliary reservoirs. More fully stated, whenever the brakes are set or applied (atwhich time the triple piston valve 13 will stand in its intermediate position shown in Fig. 4), and thel equalized pressure in the auxiliary reservoir and the brake cylinder, and hence in the chamber 14 and 14D on opposite sides of the triple piston 13, is reduced somewhat below 65 pounds pressure (the assumed pressure carried by the secondary train pipe), the check valves 22, 22 u, 31 and 32a Will automatically open up and admit air into the said tvv'o chambers 14ZL and 14h, and train pipe 4 and auxiliary reservoir 5. The air thus admitted under equal pressure into the said chambers 14:l and 14h, and hence on opposite sides ot' the triple valve piston 13, will, of course, have no tendency to move the said triple piston, and hence will not release the brakes, but will charge the auxiliary reservoir and, of course, also thc main train pipe 4, up to or approximately lo the pressure in the secondary train pipe, horcupon the check valves 22a, 23a, 31 and 3.2 will close. Air introduced into the chamber 14" when the triple piston is sot in its intermediate position, shown in Fir'. `l, will. ol' cou/rse, Yin the usual way, ind its passage through the .triple valve mechanism into the auxiliary reservoirhthus recharging the said auxiliary reservoir and train pipe 4 while the brakes are As well known, the release of the brakes is ell'ectcd by increasing' thc prcsurc in the main train pipe and in the chamber 14 of the valve seat 14, above that of the pressure in the chamber 14", so as to thereby force the triple piston 13 toward the lclt with respect vto Fig. 4, and back to its normal or so-called releasmg and charging pos1t1on.

chambers 14 and letb by air admitted into the secondary train pipe, with the reduction valve set as above assumed, is 65 pounds. The release of the brakes may, therefore, be accomplished by raising the pressure in the main or primary train pipe, and hence in the said chamber 14a, to 7 (i pounds. Under this action, the check valve 31 in the sub-branch pipe 30a prevents iiow of air from the chamber 141l into the chamber 14h, and hence prevents equalization of the pressure on the opposing sides of the head of the triple iston valve 13, at such time. When the va ve 16 of the engineers secondary brake valve, is given a one-eighth rotation so as to thereby close the four ports 18, 19, 20 and 21, the secondary charging mechanism will be cut out of action.

What I claiin and desire to secure Letters Patent of the United States is as follows 1. In an air brake apparatus, the combination with a primary train pipe, main charging reservoir, auxiliary reservoir, brake motor and triple valve, of a secondary train pipe leadingr from said main reservoir to said triple valve, and having connections -for charging said auxiliary reservoir through said i triple valve, while the triple piston of said triple valve is in a position to hold the brakes set, substantially as described.

2. In an air brake apparatus, the combination with a primary train pipe, main charging reservoir, auxiliary reservoir, brake motor and triple valve, of a secondary train ipe leading from said main reseivoir and avingA branch conduits opening inte the triple piston seat of said triple valve on opposite sides of the triple piston thereof,` one of said branch conduits being connected to said auxiliary reservoir through said triple valve mechanism, whereby said auxiliary reservoir may be recharged while said triple piston is in a position to hold the brakes set, substantially as described.

3. In an air brake a 'ipaiatus ol the Westinghouse or New Yor type, a secondary train pipe leading from the main charging reservoir to one or more of the triple valves and arranged to supply a charge ot' air to the auxiliary reservoir, while the brakes are set, substantially as dei ribed.

4. In an air brake apparatus, of the Westiiighouse. or New York typepa secondary train pi e receiving air from the inain reservoir and delivering the same into the triple piston seat of the triple valve, and a governor or reduction valve set to hold the maximum air pressure in the secondary train pipe below the maximum pressure o'i a rimary train pipe, substantially as described? 5. In an air brake apparatus of the Westiiighouse or New York type, a secondary train pipe receiving air from the main reservoir and delivering the same to the triple valve, and rovided with a branch pipe arranged tol ieliver airjinto" the triple piston from said secondary tiainpipe, the one coinmunicatingwith the equalizingrescrvoir and' the other with the primary train pipe, on o posite sides el the primary brake va ve, an a secondary brake valve operative, at will, to open up communication between said secondary train pipe and the primary train pipe, main charging reservoir, and equalizing reservoir, substantially as described.

6.. The combination with an air brakel apparatus of the lestinghouse or New York type, of a secondary train pipe receiving air from the inain reservoir through a reduction valve or governor and provided with a branch pipe having sub-bianches opening into the triple piston seat of the triple valve, on the opposite sides of the head of Said triple piston, the sub-branch on the train pipe side of the head of said valve having a check valve permitting inward, but preventing outward ilow of air, branch pipes leading from said secondary train pipe to points on the opposite sides of the engineers brake valve, and communicating, the one with the primary train pipe and the other with the equalizing reservoir, and a secondary brake valve operative to open up communication between the niain reservoir and the primary train pipe, eqnalizing reservoir and secondary train ipe, substantially as described.

7. n an air brake apparatus, the combination with a primary train pipe, main chargling reservoir, auxiliary reservoir, brake motor and triple valve, of a secondary train pipe leading from said inain reservoir to saidtriple valve, and connected to the triple piston seat on o 4posite sides of the triple piston, and provider with check valves that automatically open to permit air to flow from said secondary train pipe into the o posite sides of said triple piston seat, where y the auxiliary reservoir may be recharged While the brakes are set, substantially as described.

S. In an air brake apparatus, the combination with a primary train pipe, a main charging reservoir, an auxiliary reservoir, 'brake motor and triple valve, of a secondary .train pipe leading from said main reservoir to said triple valve and connected to the o posite ends of the tri le piston thereof, and tlirough said triple va ve to said auxiliary reservoir, and a valve equipped branch pipe leading from said secondary train pipeto the air actuated mechanism on the car, substantially as described.

9. In an air brake apparatus, the combination with a primary train pipe, with main charging reservoir, auxiliary reservoir, brake motor and triple valve, of a secondary train pipe leading from said main reservoir to said triple valve, and arranged to deliver air through reservoir and having automatically actuated valve mechanism whereby 'said auxiliary reservoir may be automatically recharged While the triple piston of said triple valve is in a position to hold the brakes set, substantially as described.

said triple valve to said axiliary erases' Iritestimony whereof I affix my signature in presence of two Witnesses.

WILLIAM G. PATTEE. Witnesses:

MALIE HOEL7 F. D. MERCHANT. 

